Locomotive



(-No Model.) 5 Sheets-Sheet 1.

E. M. BOYNTON.

LOUOMOTIVE. No. 409,006. Patented Aug. 13, 1889.

(No Model.) 5 sheets-sheen 2. E. M. BOYNTON.

LOGOMOTIVE.

No.'409,006. Patented Aug. 13, 1889'.

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Patented Aug. 13, 1889.

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Q E. M. BOYNTON LOGOMOTIVE.

No. 409,000. Patented Aug. 18,1889

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Patented Aug. 13, 1889.

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UNITED STATES PATENT OFFICE.

EBEN MOODY BOYNTON, OF WEST NEWVBURY, MASSACHUSETTS.

LOCOMOTIVE.

SPECIFICATION forming part of Letters Patent No. 409,006, dated August 13, 1889.

Application filed November 10, 1888. Serial No. 290,412. (No model.)

To all whom it may concern:

Be it known that I, EBEN MOODY BOYNTON, a citizen of the United States, residing at West Newbury, in the county of Essex and State of Massachusetts, have invented certain new and useful Improvements in Locomotives; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which'it appertains to make and use the same.

My invention has for its object to improve the construction of locomotives, especially adapted for use-in connection with the system known as the Boynton bicycle railway system, upon which several patents have been granted, and for which applications for improvements are new pending. Attention is called to patents to Eben Moody Boynton, No. 230,999, dated August 10, 1880; No. 232,109, dated September 14, 1880, and No. 359,008, dated March 8, 1887. The distinctive feature of this system is that the locomotive and carriages travel upon a single rail, being supported by a single series of Wheels placed tandem and retained in position by guidewheels engaging a suitable overhead structure.

My present improvements consist in the novel details of construction,which I willproceed to describe, and then specifically point out in the claims.

In the accompanying drawings, forming part of this specification, Figure 1 is a side elevation of a locomotive embodying the principle of my invention; Fig. 2,a similar view, the side of the cab being removed; Fig. 3, a horizontal section on the line a: so in Fig. 1; Fig. 4, a horizontal section on the line y y in Fig. 1; Fig. 5, ahorizontal section on the line 2 z in Fig. 1; Figs. 6, 7, and 8, detail views, on an enlarged scale, illustrating mechanism for operating the steam-valve; Figs. 9,10,11, and 12, detail views illustrating different forms of guide-rails and the guide-rollers which engage them; and Fig. 13 is a side elevation corresponding with Fig. 2 and illustrating certain modifications in the details of ordinary pilot-trucks replaced by drivers. At

both ends of the locomotive I place a pair of independent boilers-in the present instance vertical boilers are shown-each boiler having an independent steam-chest and steamcylinder, through which power is applied to the drivers. The two boilers at each end of the locomotive are placed over a common furnace by which the water isheated. There is therefore a furnace and smoke-stack at each end'of the locomotive; also, two boilers, two steam-chests, and two steam-cylinders at each end, said parts being connected in any suitable manner, as will presently be explained. It will be seen, therefore, that in drawing heavy trains or when running at a high rate of speed both furnaces and both pairs of boilers may be run, or if the full power of the locomotive is not required it may be run with one furnace and a single pair of boilers.

1 denotes the cab; 2, the water-tanks; 2, the head-lights; 3, the boilers; 4, the steamchests; 5, the steam-cylinders; 6, the furnaces; 7, the smoke-stacks, and 8 the coalboxes. The arrangement of these parts differs entirely from all locomotives heretofore constructed. The special construction of the parts, however, is not of the essence of myinvention.

9 denotes the trucks, each of which is provided with three drivers 10 in Figs. 1 and 2, and with two drivers in Fig. 13.

11 denotes the heavy frame-work which rests upon the trucks and supports the operative parts of the machine, said parts being braced together and strengthened by truss-work 12. The lower or supporting rail upon which the drivers run is denoted by 13 and the upper rail or guide by 14.

15 denotes standards projecting upward from the water-tanks, at the upper ends of which are yokes 15, carrying anti-friction guide-rollers 16, which touch lightly against the upper rail or guide and act to retain the locomotive in its normal position. The upper rail or guide, and likewise the rollers car ried by the yokes, may be of the ordinary or any preferred form. v

In Fig. 9 I have shown the guide made in the form of a T, the sides of the vertical portion of which are engaged by flat guide-rollers, the under side of the horizontal portion being engaged by stay-rollers 17, which prevent the possibility of the locomotive jumping sufficiently to cause derailment.

In Fig. 10 the stayrollers are dispensed with. The guide is made in the form of an inverted frustum of a cone and the guiderollers beveled to correspond with the incline of the sides of the guide. It will be seen that should upward movement beyond the limited amount desired take place the guiderollers will engage the inclined sides of the guide and retain the locomotive in position.

In Fig. 11 the guide is made the same shape as in Fig. 10, and flat-faced guide-rollers are set at an angle corresponding therewith, the faces of the guide and the rollers being parallel.

In Fig. 12 the guide shown is simply a wooden stringer, which is engaged by flat-faced guiderollers.

Turning now to Figs. 3 and 4, the arrangements of the boilers, steam-chests, and steameylinders will be clearly seen. The boilers, as already stated, are placed tandem, as closely together as possible, and the steam cylinders and steam-chests on opposite sides as close to the two boilers as possible. These parts are stayed in position by suitable bolts and braces, which, however, are not illustrated in the drawings, as they are matters wholly within the skill of the locomotive-builder. Each steam-chest is connected to one of the boilers by a steampipe 18. (See Figs. 2 and 3.) Steam is admitted to the steam chests and cylinders by valves 19, operated by rods 20. The rod upon one side is curved inward and across the cab at both ends so as to unite with the other red, as at 21. The valves are actuated to admit steam to the chests and cylinders, or to cut it off by longitudinal movement of the operating-rods 20. In the drawings I have shown the operating-rods as controlled by a lever 22, suitably pivoted to a fixed portion of the frame-work. The valveconnections may be made in any suitable manner.

In Figs. 6, 7, and S I have shown the ends of the operating-rods as sliding in guides and provided with racks 23,which mesh with corresponding pinions 2t on the valve-spindles 25.

26 denotes the piston-rods, 27 the guide rods, 28 the cross-heads, and 2f) the connecting-rods. The upper ends of rods 29 are connected to the cross -heads by ball-andsoclcet joints 30, and the lower ends thereof are connected by ball-and-socket joints 31 to the parallel rods 32, which connect the drivers of each truck. The object of these universal connections at both ends of the connecting rods is to permit free movement of the trucks on the curves of the roadway. Each of the drivers is provided on opposite sides with a crank 33, whose pins 3t are journaled in the parallel rods 32.

The valves in the steam-chests and the valve-gear may be of the ordinary or any pre ferred construction. I preferably adopt the construction shown in the drawings, on account of its simplicity and perfect operation in use.

35 denotes the valve-stems, the lower ends of which are pivoted to bell crank levers 86, which in turn are connected to links 37 in the usual manner, the link-blocks and the special connections of the parts not being shown, as they form no portion of my present invention.

The reversing mechanism may be of the ordinary or any preferred construction. The form illustrated in the drawings is preferred on account of its simplicity and the fact that it is practically impossible for it to get out of repair.

38 denotes the usual eccentrics on the driversha-fts, 3!) the eccentric-straps, and 40 the cocentric-rods, which connect the eccentricstraps with the links, as is clearly shown in Figs. 1 and 2. v

The reversing mechanism is controlled by the engineer by means of reversing-rods 4.1, one or both of these rods being curved, as shown in Fig. 4, so as to unite at one side of the cab, as at i2, thus placing them entirely out of the way.

43 denotes a hand-lever, to which the reversing rods are connected and by which they are operated, the lower end of said lever being pivoted to a standard H, which is provided witha toothed segment 45, engaged by a pawl 4-H, whereby the lever is locked in position to cause the drivers to rotate in the desired direction.

As already stated, each pair of boilers is provided with a common furnace (see Fig. 5) and with a common smoke-stack. The smoke-stacks are preferably made elliptical in cross-section, as that form divides the air more easily when traveling at a high rate of speed.

Figs. 3 and 4 both show the boilers in crosssection, the tubes thereof being denoted by 47.

Asshown in the drawings, the boilers are preferably vertical, and the pistons, connecting-rods, &c., work in the vertical. instead of in the horizontal plane, this construction giving great power, combined with economy of space, thespecial object in the construction of this locomotive being to develop the greatest possible power in proportion to the weight, and to so design and arrange the parts as to permit of the locomotive being driven at a rate of speed wholly impossible with locomotives of ordinary construction.

It will be noticed in Fig. 2 that the cab is divided at about its mid-height by a platform 48. In use the engineer stands upon this platform, his position being such that he can readily see the track ahead. The fireman stands under this platform and supplies coal to the furnaces from a single coal-box lying between them, the location of which will be clearly understood from Fig. 2.

In the modified form illustrated in Fig. 13

each truck has two drivers instead of three. The cross-heads are very much longer, and an independent connecting-rod connects each end of each cross-head with a crank upon one of the driver-shafts, as is clearly shown. One boiler, instead of two, is used at each end of the locomotive. A single water-tank, intended to supply both boilers by suitable pipes, (not shown,) is placed in the cab, instead of at the ends, as in the other form. The rods by which the valves are controlled, which admit steam to the steam chests and cylinders, are operated by a hand-wheel having a pinion engaging a central rack upon the rods, instead of by a lever, as in the other form. The guide-rail in this form is an ordinary T-rail, the guide-rollers being made larger and provided with double flanges to engage the rail. The boxes in which the guide-rollers are journaled rest upon springs which hold the guide-rollers continually in contact with the guide-rail, thereby compensating for inequalities in the roadway.

It will of course be understood that my invention is not limited to the exact details of construction shown and described, as it is obvious that they may be greatly varied without departing from the principles thereof-as, for example, in the modified form illustrated in Fig. 13.

Having thus described my invention, I claim- 1. A locomotive adapted to a single rail, consisting of suitable frame-work, a set of drivers at each end, and an independent boiler, steam-chests, steam-cylinders, and connecting mechanism, placed directly over each set of drivers.

2. A locomotive adapted to a single rail, consisting of suitable frame-work, sets of drivers at each end, boilers, steam-chests, steam cylinders, connecting mechanism, valvegears, and reversing mechanism, and operating-rods extending from said valvegears and reversing mechanism to a cab 10-. ca-ted midway between said boilers, so that both sets of mechanism may be controlled by a single movement.

3. A locomotive adapted to a single rail, consisting of suitable framework, independent sets of drivers at opposite ends, and independent furnaces, boilers, steam-chests, steam-cylinders, connecting mechanism, &c., located over said sets of drivers, and a cab located midway the locomotives and having a platform for the engineer located midway its height.

4. A locomotive adapted to a single rail, consisting of suitable frame-work, sets of drivers at opposite ends, independent sets of furnaces over said drivers, a pair of boilers over each furnace placed tandem, independent steam-chests, steam-cylinders for each boiler, cross-heads, connecting-rods by which the power developed in the cylinders is transmitted to the drivers, steam-pipes 1S, and operating rods 20, curved and united as shown, whereby all of the valves are opened and closed by a single movement.

5. In a locomotive adapted to a single rail, suitable frame-work, boilers at each end, drivers, steam-chests, steam-cylinders, crossheads, and connecting-rods, in combination with steam-pipes 18, valves 19, having spindles provided with pinions, and operatingrods 20, curved and united as shown, and having racks at their ends engaging said pinions, as and for the purpose set forth.

6. In a locomotive adapted to a single rail, the sets of drivers at opposite ends, one driver in each set having eccentrics 38, the usual eccentric straps and rods, and parallel rods connecting the drivers in each set, in combination with links 37, to which the eccentric-rods are connected, valve-stems 35, bell-crank levers connected to the valvestems and to the links, and reversing-rods 41, curved and united as shown, whereby the two sets of drivers may be reversed by a single movement.

7. In a locomotive adapted to a single rail, sets of drivers at the opposite ends, and furnaces and drivers over each set of drivers, vertically-acting connecting-rods and valvegear and reversing mechanism of ordinary construction, in combination with operatingrods 20 and reversing-rods 41, arranged as shown, and extending into the cab, so that a single movement will control the valve mechanism in each steam-chest and another movement the reversing mechanism of each set 

